Elevator dispatching system



June 2l, 1.9348.

W. F. EAMES ELEVATOR DISPATCHING SYSTEM Filed sept. 1s, 1935 3 Sheets-Sheet 2 AT EY June 21, 1938. w F, EAMES I 2,121,587

ELEVATOR DISPATCHING SYSTEM Filed Sept. 13, 1955 5 Sheets-Sheet 5 Patented June 21, 1938 UNITED STATES PATENT OFFICE ELEVATOR DISPATCHING SYSTEM Application September 13, 1935, Serial No. 40,387

32 Claims.

My invention relates to elevator dispatching systems and more particularly to elevator dispatching systems of the non-rotational type.

One object of my invention is to provide an elevator dispatching system which may be easily and economically constructed, installed, operated and maintained in operation.

Another object is to reduce the number of signal devices and the amount of wiring usually employed in dispatching systems.

A further object is to produce a dispatching system which will automatically adjust itself to the amount of traihc the elevator system is handling.

A further object is to provide independent and automatic adjustment of the interval at which the dispatching Signals are given in accordance with slowly increasing down traiic and slowly decreasing up traflic or vice Versa.

A still further object is to provide a dispatching system which will require no manual adjustment of the dispatch-giving means at the top terminal with respect to the operation of the dispatching signals at the bottom terminal.

It is also an object of my invention to provide a dispatching mechanism which will operate independently of the arrival of the cars at the terminals and without the necessity of providing selector segments and terminal limit switches for operating the system.

For a better understanding of the invention, reference may be had to the accompanying drawings in which:

Figure 1 is a diagrammatic representation of an elevator system embodying my improved dispatching system.

Fig. 2 is a top plan View of the dispatching timer embodied in the improved system shown in Fig. l.

Fig. 3 is a View, in end elevation, of a disc and switches operated by the timer shown in Fig. 2 for the purpose of sequentially opening and closing certain circuits in the dispatching system.

Fig. ll is a View, in end elevation, of a disc and switch operated by the timer shown in Fig. 2 for controlling a dispatching circuit at one of the terminals.

Fig. 5 is a straight line drawing of the circuits for the dispatching apparatus shown in Figs. 1 to 4, and

Fig. 5A is a diagrammatic representation of the relays and associated contact members embodied in Fig. 5.

The illustration of the relays in Fig. 5A shows them with their coils and Contact members disposed in horizontal alinement with their positions in the circuits represented in Fig. 5 so that the reader may readily determine the identification of any relay, the number and kind of its contact members andthe position of its coils and contact members in the straight line circuits. In considering the diagram shown in Fig. 5, the drawing comprising Fig. 5A should be placed at either the left hand side or the right hand side of the sheet of dra-wing bearing Fig. 5.

For convenient reference the main relays and parts are indicated in the drawings by the following reference letters.

T=Dispatching timer, contact members TT for top, BT for bottom. K=Sequence device. C=Car signal lamp, one in each car. L=Lower terminal floor lantern lamps,

one for each car. W :Up direction preference relays, one for each car. X=Down direction preference relays, one

for each car. U=Up direction preparing buttons, one for each car. D=Down direction preparing buttons, one

for each car. M=Dispatch preparing relays, one for each car. N=Car selecting. relays, one for each car. TS=Top signal storing relay, common to all cars. TSA=Top signal delay relay, common to all cars. BS=Bottom signal storing relay, common to all cars. E=Top start signal relay, one for each car. F=Bottom start signal relay, one for eachl car. G=Signal cancelling switch, one for each car.

Referring more particularly to the drawings, in Fig. 1, I have illustrated an elevator installation comprising four cars designatedY as I, 2, 3 and 4, serving live floors. Although I have shown four cars, the system may be applied to any desired number of cars serving any desired number of floors.

Each car is provided at the lower terminal with a floor lantern which may be operated to indicate to intending passengers when that car is to be the next car to leave so that the passengers may move to and enter the next car to make an up trip. These floor lanterns may be of any suitable design and are indicated in the present instance as lamp IL for car I, lamp` 2L for car 2, lamp 3L for car 3 and lamp 4L for car 4.

A suitable signal device such as an electric lamp is mounted in each car for the purpose of giving a next signal to the attendant of that car when it is to be the next to receive a dispatching signal. The car signal lamps are designated as IC for car I, 2C for car 2, 3C'for. car 3 and 4C for car 4..

f plate 2l.

In order to reduce the number of signal devices and the amount of wiring in the cars in connection with my dispatching system, I provide for giving the attendant in each car his start signal by causing his next lamp to flicker or flash when he is being given his dispatching signal. By causing the car lamps to flicker after burning steadily during the operation of the warning next signal, I have eliminated the necessity of providing a separate starting lamp and the wiring which would be necessary for its operation.

In Fig. 2 I have disclosed a special timing device T for operating the dispatching system. The timing device comprises a timing motor I disposed on a bed plate II for operating a shaft I2 leading to a gear speed reducing device I3. 'Ihe speed reducing device I3 rotates a shaft I4 on the other end of which is disposed a gear pinion I5 in position to mesh with a beveled gear I6 for rotating a timing shaft I'I. The right hand end of the shaft I'I is connected to an electromagnetic clutch comprising a pair of cooperating clutch plates 2I and 2Ia. The clutch plate 2 Ia is mounted on the inner end of a shaft 22 disposed in a suitable bearing 23 and having on its outer end a disk 24. The disk 24 (Fig. 4) may be held in position on the shaft 22 by means of a set screw 25.

The shaft 22 is disposed to be movable longitudinally in the bearing 23 and a spring clip 26 is disposed between the bearing and the disk to normally bias the shaft and the clutch plate 2 Ia away from the clutch plate 2|. A winding 28 is disposed around the base 29 of the clutch When the winding 28 is energized, the clutch plates 2I and 2Ia become magnetized and are drawn together with sufficient force to overcome the biasing effect of the spring and thereby cause the disk 24 to rotate with the timing shaft I'I. The disk 24 (Fig. 4) is provided with a cam surface 30 disposed to operate a timing switch 3l.

A similar clutch 33 comprising a pair of electromagnetically operated clutch plates 34 and 34a are disposed on the left-hand end of the shaft I'I for operating a switch member 32. The switch member 3I is biased by a spring 3Ia to normally close its contact members BT2. A spring 32a biases the switch member 32 to normally close its contact members TI2. When the clutches are energized, the cam 30 operates to temporarily open the contact members BT2 and close BTI and the cam 'I8 operates to temporarily open the contact members TTZ and close TTI once for each revolution of the shaft I'I.

As shown in Fig. 5, the timing motor is provided with an armature 35 and a shunt field winding 36, with which are associated the resistor R5, the effective length of which may be changed by a movable connector 3'I to adjust the speed of the timing motor. In usual practice, the motor will be designed to rotate the timer shaft once within a range of from twenty to forty seconds. In the present case, it will be assumed that the motor is adjusted to rotate the timer shaft I 'I once every thirty seconds.

In practicing my invention, I also provide a sequence device K comprising a disk 40 xed upon the shaft I4 to rotate therewith. The disk may be secured to the shaft I4 by a suitable set screw 4I. A cam surface 42 is disposed on the outer edge of the disk to engage and operate a plurality of switches, one for each car. The switch for car I is designated as IK, that for car 2 as 2K, that for car 3 as 3K and that for car 4 as 4K. The sequence device is constructed to operate its switches at more frequent intervals than the timer switches, and it should be so proportioned that disk 40 will rotate with sufficient speed to operate one of its switches every second so that the sequence switch for each car will be closed temporarily every four seconds. The sequence switches are disposed in certain circuits, as will be later described, to cooperate with certain relays in selecting the next car to receive the next dispatching signal.

In my system, each attendant upon arriving at a dispatching terminal, presses a direction preparing button for conditioning his car to receive its dispatching signal at the proper time. The circuit may be operated automatically by the arrival of the car at the terminal closing a limit switch but I prefer the manual operation of preparing buttons by the attendants. The up direction preparing buttons are designated as IU in car A, 2U in car B, 3U in car 3, and 4U in car B. The down direction preference button in car I is designated as ID, in car 2 as 2D, in car 3 as 3D, and in car #I as 4D.

.A plurality of dispatch preparing relays M are disposed to be operated by the direction preparing buttons to hold the car in preparation for receiving the dispatching signal after the corresponding direction preparing button has been pressed. The dispatch preparing relay fOr car I is designated as IM, that for car 2 as 2M, that for car 3 as 3M and that for car 4 as 4M. Each of these relays, upon being energized, locks itself in and remains energized until it is restored as will be hereinafter described.

A plurality of up direction preference devices such as relays or switches W and a plurality of down direction preferance devices such as relays or switches X are provided for cooperation with the dispatch preparing relays M in preparing the cars for receiving the dispatching signals. rIhe up direction preferance relay for car I is designated as IW, that for car 2 as 2W, that for car 3 as 3W and that for car 4 as 4W. The down direction relay for car I is designated as IX, that for car 2 as 2X, that for car 3 as 3X and that for car 4 as 4X.

The direction preference relays may be operated by any suitable means which will cause them to operate in accordance with the direction in which the car is operating. If desired, they may be operated by suitable limit switches as shown in the Patent No. 2,042,201, issued May 26, 1936, Signal systems for elevators, by Harold W. Williams and William F. Eames or, they may be operated by frictional direction reversing switches driven by the oor selector, which is old and well known in the signal art.

A plurality of car selecting relays N are provided for operation, in response to the cooperative operation of the sequence device K, the preparing buttons and the preference relays. The operation of the car selecting relays N is controlled by a pair of selective resistors R3 and RG in such manner that only one car selecting relay can be energized at one time. When one of the car selecting relays is energized for the up direction, the resistance R3, being in circuit with the coil of that relay, will prevent the flow of sufficient current through the coil of any other car selecting relay to energize such other car selecting relay. When a car selecting relay is energized for the down direction, the selective resistance R will prevent the flow ci sufficient current through the coil of any other car selecting relay in the down direction to energize that other relay. Hence, it will be seen that only one car selecting relay can be energized at any one time at the bottomA terminal and only one car selecting relay can be energized at any one time for the top terminal. The car selecting relay for car l is designated as iN, that for car 2 as EN, that ior car i as 3N and that for car 4 as-N.

At times it will happen that no car will be at a dispatching floor to receive the dispatching signal given by the timing mechanism for that door.` Therefore, I have provided a topl signal storing relay TS for the upper terminal and a bottom signal storing relay BS for the lower terminal. These storing relays are common to all the cars and operate to store a dispatching signal at a terminal until a car is ready to receive it at that terminal.

.A top start signal relay E and a bottom start signal relay F are provided for each car. These relays eect the lighting oi the signal lamps in the next car to leave and effect the connection of the timing switch to the motor to subsequently iiicker the signal lamp for giving the start signal. The top start signal relays for the upper terminal are designated as IE for car l, 2E for car 3E for car 3 and 4E for car 4. The start signal relays' for the bottom terminal are designated as for car l, EF for car 2, 3F lor car 3 and for car fi. The starting relays F respond to the cooperative action of the timing switches BT?, the bottom storing relay BS, the car selecting relays N and the direction prefern ence relays W. The starting signal relays F respond to the cooperative action of the timing switch contact members TTZ, the top storing relay TS, the car selecting relays and the direction preference relays X. When a starting relay is erergized, it provides a self-holding circuit for itself and it will remain energized and maintain its corresponding starting signal in operation until its corresponding car acts to leave the dispatching floor.

in order to cancel the dispatching signals and restore the starting signal relays when the cars act upon the dispatching signal, I have provided for so connecting the starting relay for each car to its door mechanism (not shown) or its starting switch (not shown) that the action by the attendant in obeying the starting signal will cause the cancellation of the starting signal and the restoration of the correspon ing starting relay. The cancellation means comprises a plurality of switches or relays G, that for car i being desigated as EG, that for car 2 as 2G, that for car 3 as 3G and that for car i as 6G. Inasmuch as these switches may be connected for operation by any part of the starting mechanism oi the departing cars, in any well known manner, no specic details have been given and they are simply marked with their designating character.

in practicing my invention I also provide a novel means for automatically adjusting the time o giving the top terminal dispatching signal with reference to the time of giving the bottom terminal dispatching signal. This means comprises a top signal delay relay rISA common to all the cars, The relay TSA is designed to delay the closing of its normally closed Contact members TSAi when it is deenergized after being energized. This is more fully explained later. The time delay relay TSA is normally energized to hold its contact members in open position and is so controlled by the top storingv relay TS as tobe deenergized only when the top storing relay TS is energized.

The means for causing an operated next or start lamp C to flicker for the giving of the dispatching or starting signal comprises a flicker device 25 labeled withthe word flicker in Fig. 5. The flicker device may be any well known flicker or ilashing button, for instance, such as is often used connection with Christmas tree lights and in advertising devices or other novelty systems. It is found that the operation of a iiickering light an even more catching and attention compelling signal than a steady lamp or a lamp of. a diierent color.

At times, the dispatcher attendant at the lower terminal may desire to cause a car to leave a dispatching terminal immediately instead of waiting for the giving of the next dispatching signal. I have provided for this operation by locating a bottom starting button 46 and a top starting button 4l at the lower terminal. These buttons are disposed in the circuits for the start signal relays and in order to prevent the circuits from giving the start signal for more than one up car or more than one down car at a time, the circuits for the bottom starting relays F are connected through a selective resistance R2 and the circuits for the top start signal relays E are connected through a selective resistance R4. By reason of these selective resistances, only one starting relay at each terminal may be operated at one time by the dispatchers buttons 46 and 4l.

'I'he invention may be understood best by an assumed operation of the apparatus shown in the drawings.

Itv will be assumed that the line switches 55 are closed to connect the dispatching system to a source of electrical energy and thatr the cars I,

2, 3 and li operating between the terminals, no

car being at either the upper dispatching floor1 or the lower dispatching iloor. Under these conditions, the clutches 20 and 33 will be energized because, with no car having operated its button at either dispatching oor, each of the start signal relays E and F will be in a deenergized condition, and their normally closed contact members will be effective to complete a circuit extending from the supply conductor L+, through conductor 58, the contact members TS4, the coil of clutch 33 and contact members tEd, 2E4, 3E4 and AEd to the supply conductor L- for energizing the clutch 33, and to complete a circuit from supply conductor L-lthrough conductors and 59, the coil of clutch 2i? and the contact members lFfl, 2F15, SFA and iF-i to the supply conductor L- for energizing the clutch 20.

Inasmuch as the clutch 28 is energized, its clutch plate 2! magnetically attracts the clutch plate Zia., thereby overcoming the effect of the biasing spring 253 and causing the switch disc 24 to be rotated by the timing motor l0. The rotation of the disc 24 will, in time, cause its cam 3i! to move into such position that it will operate the switch arm 3| to open the contact members BTZ and close the contact members BTI, as will be hereinafter described.

The closing of the switches 55 also energizes the time delay relay TSA by a circuit extending from the supply conductor L-lthrough conductor til, the contact members TS2, the coil of relay TSA, and conductor 6l to the supply conductor L The closing of the switches 55 also energizes the timing motor l for continuous operation by a circuit extending from the supply conductor L+ through conductors 58 and 63 to a junction point 64, where the circuit divides, one branch extending through the ield winding 36 and the conductor 65 to the supply conductor L-, and the other branch extending through the rheostat arm 31, resistor R5, armature 35 and conductor 65 to the supply conductor L The timing motor is now energized and conditioned for continuous operation at a substantially constant speed, so that whenever the clutches 2t and are energized, the timing discs 24 and E6 will rotate with the timing motor and operate the timing switches at regular intervals of time.

It will be assumed also that car I is approachlng and arrives at the lower terminal. Inasmuch as car I is concluding a down trip, its down direction preferance relay IX is energized. However, as the car cornes into and stops at the lower terminal the down relay IX is automati-l cally deenergized and the up direction relay IW for car I is accordingly energized for the up direction operation of the car. The energized relay IW closes its contact members iWI, I W2 and IW3, thereby preparing the circuits for the starting signal relay IF, the car selecting relay IN and the floor lantern IL for operation under certain conditions.

It will be further assumed that the attendant on car I, after arriving at the lower terminal, presses the up direction preparing button IU to prepare his car for up direction operation and to connect it to the dispatching system. The pressing of the button IU energizes the dispatchpreparing relay IM of car i by a circuit extending from the supply conductor L+ through the coil IM, the Contact members iFS and IEE, and the contact members of button IU, and conductor 6I to the supply conductor L-. The energized relay IM closes its contact members IMI and IM2. The closed contact members IMI complete a holding circuit for the relay IM and the closed contact members IM2 cooperate with the closed contact members IWZ to prepare the circuit for energizing the car selecting relay IN of car I. Inasmuch as no other car is at the lower terminal, suicient current may be drawn through the selective resistor R3 to energize the relay IN as its circuit is completed. It will be recalled that the sequence device K is being operated by the timing motor T to rapidly open and close its sequence switches IK, 2K, 3K and 4K. Consequently, the contact members IK are soon closed temporarily and this energizes the relay IN by a circuit extending from supply conductor L+, through the resistor R3, the contact members IW2, the coil IN, the contact members IM2 and IK, and conductor 6I to the supply conductor L-. The energized relay IN closes its contact members INI, IN2, INS, INII and INS.

The closing of the contact members INS provides a self-holding circuit for the relay iN so that this relay now remains energized even though the sequence switch IK is opened immediately. The closing of the contact members INI additionally prepares the circuit of the starting signal relay IF for operation. The closing of the contact members IN2 prepares the starting signal relay IE for operation.

The closing of the contact members I N4 of the relay IN energizes the signal lamp IC in the car by a circuit extending from the supply conductor L+, through conductor 68, lamp iC, and the contact members INII, and conductor 6I to the supply conductor L-. The energized lamp IC lights to notify the operator that his car will be the next car to receive the dispatching or starting signal.

The closing of the contact members IN5 energizes the floor lantern IL for car I at the lower terminal by a circuit extending from the supply conductor L+ through conductors 5i! and E9, lamp IL and the contact members INS and IWz` to the supply conductor L The lighting of the floor lantern at the lower oor for car I indicates to waiting passengers at the lower terminal that car l will be the next carto receive a dispatching signal and start on an up trip. rTherefore, the waiting passengers Will move to and enter car I.

Inasmuch as the floor lantern and the next lamp for car I are lighted, the timing motor Il) is rotating and the clutch 2G is energized and rotating the switch disc 24, the dispatching system operates next to give car I its start signal. The timed rotation of the disc 24 causes its contact member 3@ to reach the point where it operates the switch arm 3i to temporarily separate the contact members BT2 and close the contact members BTI. The temporary opening of the contact members BT2 interrupts the circuit for the bottom start signal relays. The temporary closing o1 the contact members BTI energizes the bottom signal storing relay BS by a circuit extending from the .supply conductor L+ through conductor 'II, the contact members BTI, the coil BS, and conductor 6I to the supply conductor L-.

The energized relay BS closes its contact members BSI and BS2. The closing of the contact members BSI completes a self-holding circuit for relay BS, extending from supply conductor L+ through the contact members BSI, IF2, ZFI, 3FI and IIFI, the coil BS and conductor lil to supply conductor L As the timing motor I 0 continues its operation, the cam 30 moves out of engagement with the switch arm 3I, thereby permitting its biasing spring 3m to move the arm to open the contact members BTI and reclose the contact members BTZ, Inasmuch as the contact members BSZ have been closed and the contact members BT2 are now reclosed, the start signal relay IF for effecting the giving of the starting signal to car I is now energized by a circuit extending from the supply conductor L+ through conductor 58, the contact members BTZ and BS2, conductor l2, the contact members INI and IWI, coil IF, contact members IGI and selective resistor R2, to the supply conductor L-.

The energized relay IF closes its contact members IFI and IFE, and opens its contact members IFZ, IFI-3 and IFlI. The closing of the contact members IFI completes a self-holding circuit for the relay IF. The opening of the contact members iFZ deenergizes the storing relay BS, but the opening of its contact members BSZ has no effect upon the relay iF, because of the selfholding circuit contact members IFI. The opening of the contact members IFB deenergiz'les the dispatch preparing relay l M of car I and restores it to its normal condition and ready for the next operation. The opening of the contact members EFI in the circuit of the coil of clutch 2B deenergizes that clutch, thereby stopping rotation of the disc 24 because it is not now connected to the timing motor shaft, The timing disc 24 will not start to operate for another dispatching interval until the bottom start signal relay IF is again deenergized.

The opening of the contact members IM2 deenergizes the car selecting relay iN, which opens its contact members INI, IN2, INS, iNli and INS. The opening oi the contact members IN2 and IN3 has no effect upon the system at this time, but the opening of the Contact members INII disconnects the start lamp IC` in car I from the supply circuit, and the opening of the contact mem bers IN5 opens the circuit of the lamp IL of the iioor lantern for car I, so that the waiting passengers are not now directed to car I for the next up trip.

However, at the time the contact members IN are opened in the circuit of the next lamp IC in car I, the closed contact members i155 of the start signal relay IF complete a flickering circuit for the lamp IC, which circuit extends from the supply conductor L| through conductor 68, lamp IC, the contact members IFS, and the flicker device 45 and conductor 6I to supply conductor L-.

The lamp IC is now in a ickering condition, and its iiickering light is the starting or dispatching signal to the attendant in car I to start his car on the next up trip.

It will be assumed that the attendant on car I now starts his car away from the lower terminal and in so doing, operates a door-closing lever or starting switch (not shown) which effects the operation of the signal cancelling switch IG to open its Contact members IGI and IGZ. The opening of the contact members IGI deenergizes the bottom start signal relay IF of car I, thus causing that relay to open its contact members IFE to stop the ilickering start signal of lamp iC in car I. The closing of the contact members IFA of the deenergized relay iF restores the circuit for energizingthe clutch 20, and this causes the timing switch disc 24 to start rotating with the timing motor I0.

inasmuch as we have seen how car I comes into the dispatching terminal or lower iloor and gets its starting signal by reason of the attendant operating his up direction preparing button IU and the operation of the timing mechanism, it will now be assumed that car 2 arrived before car I received its starting signal and left, and that the attendant in car 2 pushed his up direction preparing button 2U immediately upon his arrival at the lower iloor. With this assumption we now have both cars I and 2 at the lower terminal, car I not yet having left but both cars have operated their preparing buttons ior conditioning the cars to receive the starting signal.

The arrival or the car 2 at the lower terminal automatically caused its down direction preference relay 2X to be deenergized and its up direction preference relay 2W to be energized to close its contact members 2WI, 2W2, and EWS. The closing of the contact members 2W! closed one gap in the circuit for the bottom sta-rt signal 2F of car 2. The closing of the contact members 2W2 closed a gap in the circuit for the car selecting relay 2N of car 2. The closing of the contact members 2W3 closed one gap in the circuit oi the floor lantern 2L for car 2 at the lower floor.

The pressing of the button 2U energized the dispatch preparing relay 2M of car 2 by a circuit extending from the supply conductor L+, through the coil 2M, the contact members 2F3 .and 2E2, the contact members of button 2U and conductor 6I to the supply conductor L The energized relay 2M closed its Contact members 2MI and 2M2, the closed contact members 2MI closing a self-holding circuit. The closed oontact members 2M2 closed one gap `in the circuit for the car selecting relay 2N, and it will be recalled that the constantly operating sequence device K causes its'contact members 2K to close and open rapidly. However, inasmuch as car I is at the lower oor and has its car selecting relay IN'energized, the closing of the contact members 2M2 -and 2K do not cause relay 2N to pick up, because'the selective resistor R3 prevents the flow of sulicient current to the coil of relay 2N when coil IN is also being energized. Hence, it is seen that the operation of the selective resistor R3 in conjunction with the car selecting relays IN prevents the dispatching system from giving more than lone starting or dispatching signal from the lower floor at one time.

Upon car I being given its flickering signal on its lamp IC by the 'energization of relay IF' and the deenergization of its car selecting relay IN incident thereto, the car selecting relay 2N for car 2 becomes energized when sequence switch 2K closes by a circuit extending from supply conductor L+ through resistor R3, conductor 14, the contact members 2W2, coil 2N and contact members 2M2 and 2K and conductor 6I to supply conductor L The relay 2N is suii'iciently energized at this time because the coil of relay IN no longer diverts part of the current passed through the resistor R3 and that resistor now passes suflicient current to energize relay 2M. Hence, it is seen that only Yone car will receive an up start signal yat the lower floor at any one time.

The energized relay 2N now closes its contact members 2NI, 2N2, '2,N3, 2N4 and 2N5. The closing of the contact members 2N'I and 2N2 prepares for operation the circuits of the start signal relays 2E and 2F. The closing of the contact members 2N3 prepares a self-holding circuit for the relay 2N.

The closing of the contact members 2N4 lights the next car to start lamp 2C in car 2 by a circuit extending from the supply conductor L| through conductor 15, lamp 2C, and contact members 2N4 and conductor 6I to the supply conductor L-. Hence, the next lamp 2C is lighted in -car 2 to inform the attendant therein that his car is now scheduled to be the next car to receive the dispatching or start signal at the lower terminal.

The' closing of the contact members 2N5 energizes the floor lantern 2L of car 2 at the lower terminal vby a circuit extending from the supply conductor L-1- through conductor 58, lamp 2L and contact members 2N5 and 2W3 to the supplyl conductor L The operation of the lamp 2L now noties the waiting passenger at the lower floor that car 2 will be the next car to make -an up trip.

Car I now leaves in response to its flickering signal, leaving car 2 at the floor. As stated before, when car I received its flickering signal the timer disk 24 stopped rotation but when car I departed, it restarted disk 24 into rotation by the timing motor. Upon the expiration of the time necessary for the timing motor, operating at constant speed, to rotate the switch disk 24 from the position at which it was started by the response of the attendant on car I to his' dispatching signal, to the point where the cam 30 again engages the switch arm 31|, that arm again opens the switch BT2 and closes the switch BTI temporarily. The -opening of the switch BT2 interrupts the circuits of the start signal relay 2F and the closing of the contact members BTI energizes the bottom signal storing relay BS as heretofore described in connection with car I.

As the timer disk 24 continues rotation, the cam 3U moves away from the switch arm 3|, permitting the biasing spring Sla to reclose the contact members BT2 thus causing the start signal relay 2F for car 2 to be energized by a circuit extending from supply conductor L+ through conductor 58, the contact members BT2 and BSZ, conductor 12, contact members 2Nl and 2Wl, the coil 2F, the contact members 2G| and the selective resistor R2 to the supply conductor L-.

'I'he energization of the relay 2F opens its contact members 2FI, 2F3 and 2F4 and closes its contact members 2F2 and 2F5. The opening of the contact members 2FI deenergizes the storing relay BS. The closing of the contact members 2F2 completes a self-holding circuit for the relay 2F. 'I'he opening of the contact members 2F3 deenergizes the dispatch preparing relay 2M which in turn opens its contact members 2M2, thereby deenergizing and restoring the car selecting relay 2N to its normal condition which in turn opens its contact members 2N4 to deenergize the next to start lamp 2C in car 2 and opens its contact members 2N5 to extinguish the floor lantern 2L.

'Ihe opening of the contact members 2F4 deenergizes the clutch 2l) and causes the switching disk 24 to be released from the timing motor IU until such a time as it is reconnected thereto by the attendant on car 2 responding to the dispatching signal after it is given.

The closing of the contact members 2F5 of the energized relay 2F connects the lamp 2C in car 2 through the flicker device 45 and now causes the lamp 2C to receive a ilickering or iiashing circuit extending from the supply conductor L+ through conductors 15, lamp 2C, the contact members 2F5, conductor 16 and flicker device 45 and conductor El to the supply conductor L Thereupon the attendant in car 2 is notiiied by the flickering lamp 2C to start his next up trip. As soon as the attendant on car 2 responds by operating some portion of the control system associated with the upward departure of the car from the lower terminal, the switch 2G is deenergized to open its contact members 2GI and 2G2. The opening of the contact members 2G! deenerglzes the bottom start signal 2F to open its contact members 2F5 thereby deenergizing the dispatching signal in car 2 and closes its contact members 2F4 thereby energizing the clutch 20 and causing the starting switch disc 24 to begin another timing revolution.

By reason of the foregoing it will be seen that when a car arrives at a terminal floor and the attendant thereon presses a direction preference button for connecting his car to the dispatching system, etc. the dispatching system will automatically give that car a dispatching or starting signal at a later period. It is also seen that the interval between dispatching signals when cars are arriving at and leaving the floor in regular order will be equal to the time necessary for the timer motor to operate the timer switch one revolution plus the time it takes the attendant to respond to his starting signal after he receives it. Of course, the interval between starting signals will always vary slightly by reason of the time the attendants take to respond to their starting signals. This variation is useful. It permits the system to automatically adjust itself to accommodate momentary heavy rushes of traffic and yet return to normal operation as soon as the traiic returns to normal.

For instance, when the traffic becomes heavy,

the cars will be crowded and the operators will be less quick to close the doors and leave the terminal. When the traflic is heavy, the larger number of passengers causes the attendant more difficulty in ascertaining whether or not it is sai e to start the car, and causes him more work in registering additional calls and answering inquiries. These and other conditions in connection with a crowded car cause delays not experienced with a few passengers. When trailic is light and the operator has only a few people in his car, he will unconsciously respond quicker to the starting signal and the interval between starting signals will thereby automatically shorten.

When the cars are heavily loaded, the time necessary for a car to distribute the passengers among the upper iioors must necessarily be greater than when traflic is light; hence under heavy traic each car will necessarily require more time in which to make its round trip. When my improved system is employed, the automatic increase in the intervals between the giving of starting signals automatically takes care of the increased time necessary for round trips of the cars.

Of course, if an unlimited number of cars could be added when additional heavy traiiic occurs, it would not be necessary to lengthen the starting intervals. However, in nearly all commercial systems the number of cars is limited and the best way known to handle heavy traiic is to lengthen the starting period so as to give the cars such time for their round trips as will enable each one to come in and receive his starting signal at the natural time. Otherwise, the cars have a tendency to become bunched and to alternate in service at the intermediate iloors. When they become bunched, three or four of the cars are liable to be absent from the starting station for a considerable period and then arrive there at practically the same time. This does not please the waiting passengers and hence it is found that my improved system of providing for automatically lengthening the starting interval when the traffic becomes heavy, is very desirable.

As shown in the drawings, the signal lamps C in the cars may be operated when the cars are at the upper terminal to give the cars next signals and dispatching signals from that terminal in somewhat the same manner as the dispatching signals are given at the lower terminal. The top storing signal relay TS, the top start signal relays E, the down direction preparing buttons D and the down direction preference relays X, as well as the timer clutch 33 and the timing switch arm 32 are provided for this purpose.

Assuming that no car is at th-e upper terminal but that car l is approaching that terminal at the end of its up trip, the clutch 33 is energized as previously described and the switching disk 66 is rotating its cam member f8 toward the position where it will operate the switch arm 32 to open the contact members TTZ and close the contact members TTI for the purpose of giving the next starting signal. When car l arrives at the upper terminal, its up direction pref erence relay i W is automatically deenergiaed and its down. direction preference relay iX is automatically energized by the operation oi the control system (not shown) oi the car.

The energization of the down direction preference relay IX closes its contact members iX! and IX2. The closing of the contact members I XI in the circuit of the top start signal relay IL' prepares that relay for operation under certain conditions. The closing of the contact members IXZ connects the coil of relay iN through selective resistor to the supply conductor L+ andv thereby prepares the relay IN for operation.

Also upon the arrival of car I- at the upper terminal it will be assumed that the attendant therein presses the down direction button ID to connect the car with the dispatching system in v relay IM closes its contact members 'IMI- IMZ to provide a self-holding circuit for itself and close one gap in the circuit of the car selecting relay IN as previously described. Inasmu'chparing that relay for energization. Also, as previously stated, the sequence device K is constantly opening and closing its switches and therefore the switch IK closes its Contact members soon after the relay IN is prepared for operation, and then the relay IN is energized by a circuit extending from the supply conductor L+ through the selective resistor R55, conductor l5, the contact members IX2, coil iN and the contact mem-- bers IM2 and iK and conductor Iii to supply conductor L The energized relay IN now closes its Contact members INI, IN2, INS, INfl and iN as previously described.

The closing of the Contact members INI relates to the bottom start signal relay IF and will not aiect the upper terminal any Way. The closing of the contact members IN2 closes one gap in the circuit of the top start signal relay IE and prepares it for operation. The closing of the contact members INS provides a self-hoiding circuit for the relay IN.

The closing of the Contact members INQ lights the start lamp iC in car I to notify the attendant that his car will be the next to receive a down dispatching signal at the upper terminal, but the closing of the contact members INS does net cause the lighting of the iloor lantern SL at the lower terminal because the up direction preference relay EW of car I is not energized and its contact members IW 3 remain open. Hence, it is seen that the single signal lamp IC in the car may be used for giving neXt-car-to-leave signals and dispatching signals in the car at either t lower terminal or the upper terminal.

Inasmuch as the clutch 33 is energized, the switching disk B5 is being rotated and its cam I8 now engages the switch arm and moves the arm outwardly against the action of its biasing spring 32a, thereby opening the contact mem-I bers TTZ and closing the contact members TTI. The opening of the contact members TT? interrupts the circuit of the top start signal relays E for a short period to prevent the temporary completion of any undesired circuits therethrough. The closing of the Contact members TTI energizes the top signal storing relay TS by a circuit extending from the supply conductor L+ through conductor SI, the contact members TTI, the coil TS and conductor 5I to the supply conductor L The energized relay TS closes its contact mem- IX2 in the Vcircuit ofthe relay IN are closed to assist in prebers TSI and TSS and opens its contact members TS2 and TSI?. The closing of the contact mem-- bers TSI completes a self-holding circuit for the relay TS extending from the supply conductor L+ through the Contact members TSI, IEI, 2EI1, 3EI and IIE! to the coil TS. The opening of the contact members TS2 and 'PS4 does not affect the operation or" the upper dispatching signals under the present conditions. During the operation so far described the timing motor It] has continued to operate the timing disc 65 and its cam 'I8 has now left the switch arm 32- and its biasing spring opens the contact members TTI and recloses the Contact members TTZ. The opening of the contact members TTI does not affect the relay TS because the relay has now established its self-holding circuit. However, the reclosing of the contact members TTZ in connection with the closed contact members TSS of the energized relay TS energizes the top start signal relay IE by a circuit extending froml the supply conductor L+ through conductor 58, the contact members TT2 and TSB, conductor 82, the contact members IN2 and IXI, the coil IE, the contact members IGZ and the selective resistor Rdtothe supply conductor L-.

The energization of the relay IE opens its contact members IEI, IE2 and IE4 and closes its contact members IES and IE5. The opening of the contact members IEI deenergizes the top signal storing relay TS and prevents that relay from maintaining the start signal in stored condition as it is now to be released to car I. The opening of the Contact members IEZ -deenergizes the dispatch preparing relay IM of car I which in turn deenergizes the car selective relay IN of car I which in turn opens its contact members INA and thereby deenergizes the signal lamp IrC in car I.

The closing of the contact members IES provides a self-holding circuit for the relay IE. The closing of the contact members IE5 energzes the signal lamp IC in car I by a circuit extending from the supply conductor L+ through the conductor 68, lamp IC, contact members IE5, flicker device d5 and conductor BI to the supply conductor L Inasmuch as the lamp IC is now connected through the flicker device 45, that lamp gives a ickering or flashing signal which serves as a -dispatching signal to the attendant on car I to start his car to the lower terminal.

Inasmuch as the apparatus works rapidly there is practically no time interval between extinguishing the steady glow of lamp IC as a-nextcar-to-leave lamp and its flickering operation tov give the dispatching signal. The opening of the contact members IEAI deenergizes the clutch 33 signal device or lamp serves, as shown, for re-I ceiving the next to start signal and the dispatching signal at both the lower terminal and the upper terminal, thereby effecting a saving inv the number of signal devices.

It will be assumed now that the atten-dant on car I responds to the flickering dispatch signal: by operating his car to leave the upper terminal? and that this operation of the car control system (not shown) consequently operatesr the switch IG of car I to temporarily open its Contact mem.- bers IGI and IGZ.

The opening of the contact members IGI in the circuit of the start signal' relay IF for the lower terminal has no effect. The temporary opening of the contact members IG2 in the circuit of the top start signal relay IE deenergizes that relay to close its contact members IEI, IEZ and IE5 and open its Contact members IEB and IE5.

The closing of the contact members IE2 again closes one gap in the circuit of the dispatch preparing relay IM. The opening of the contact members IE5 extinguishes the circuit through the lamp IC, and thereby extinguishes the dispatching signal.

It may be noted in this connection that one advantage of this system is that the dispatching system continues operating the dispatching signal in a car until the attendant in that car re- Sponds to it, and that the dispatching signal of no other car can be operated until the dispatching signal in the car which should receive it is responded to. However the next-car-to-leave signal for some other car may be operated if that car is in condition to receive it.

The closing of the contact members IE4 restores the clutch 33 to its energized condition and inasmuch as the timing motor I D is running constantly, the timing disk 66 again picks up and starts its timing rotation to complete the `timing interval for the next dispatching signal to be given to the next car.

No floor lanterns have been shown for the upper terminal, but, if desired, they may be provided and operated in the same manner as the floor lanterns IL, etc. at the lower terminal. It will be assumed now that car 2 arrives at the upper terminal as car I leaves. It will also be assumed that the attendant on car 2 presses his down button 2D to prepare for a down trip and associate his car with the dispatching system. Upon arriving at the upper floor, the up direction relay 2W for car 2 is automatically deenergized and its down direction preference relay 2X is automatically energized to close its contact members ZXI and 2X2 for use in the down operation of car 2 in connection with the control system (not shown). As shown in connection with the other cars, the pressing of the button 2D energizes the dispatch preparing relay 2M of car 2 which, in turn, energizes the car selecting relay 2N to operate the next start signal relay 2C on car 2 and prepare the top start signal relay 2E for energization when the timing motor I0 completes the interval rotation of the timing disk 6G. As the disk GS completes its rotation, its cam member 'I8 operates the switch arm 32 to open the contact members TT2 and close the contact members TTl temporarily. The closing of the contact members TTI energizes the top signal storing relay TS which, in turn, closes its contact members TSB to energize the top start signal relay 2E. As the timing motor continues its rotation, the contact members TTI open and the contact members TT2 close, thereby energizing the top start signal relay 2E of car 2 to deenergize the relays M and N. This extinguishes the steady glow in the lamp 2C and causes that lamp to have a flickering light, thereby indicating to the attendant in that car that it is the next car to leave. As the attendant leaves, he operates the switch 2G to temporarily open its contact members 2GI and 2G2. The opening of the contact members 2G2 deenergizes the relay 2E, thus causing it to open its contact members 2E5 to extinguish the nickel-ing lamp 2C and to close its contact members 2E4, thereby again energizing the clutch 33 so that the timing motor I0 will again pick up and begin to operate the timing switch disk 66.

By reason of the foregoing, it will be seen that the cars will be dispatched at normal intervals of time from the lower terminal and from the upper terminal as long as the attendants in the cars keep operating the preference buttons upon their arrival at the terminals.

At times, it may happen that the attendants close the doors and leave the upper terminal quicker than they do at the bottom terminal and that in such cases the natural timing interval which comprises the amount of time it takes the car attendant to respond to a dispatching signal plus the amount of time it takes the timing motor to rotate the timing switch to a point where it opens its normally closed switch and temporarily closes its signal storing switch will be less than the equivalent timing periods at the lower terminal. That is, the car attendants may start quicker at the upper terminal than they do at the lower terminal after receiving their starting signals. The dispatching system may also drift into such an operation by reason of the number of passengers being served or the number of :doors being served in a particular direction. Such a condition does not tend toward the best operation of the system and in order to overcome diiculties of this nature, l have provided a means which will automatically adjust the operation of the terminal signals with respect to the bottom terminal signals.

For instance, inasmuch as the clutches for the top and bottom signals are independent, a given operator may respond at normal speed at the top terminal and slow speed at the bottom terminal. This will have the eiTect oi dispatching the cars faster from the top terminal than at the bottom. This will continue until the cars begin coming in late for their signal at the top terminal. When a car is late, the signal will be stored by the relay TS for the upper terminal, as no top start relay E can be energized until a car is present at the terminal and is prepared for a down trip.

In order to prevent a continued dispatching of the cars faster at the top terminal than the bottom terminal, I have provided a top signal de lay relay TSA and have so connected it that it will lengthen the timing interval for the top dispatching signals when the cars begin to arrive late for their signals.

The time delay relay operates as follows: Assume that after the departure of car l. no car is at the top terminal when the timing system is ready to give a dispatching signal at that terminal. Under these conditions, the operation of the timing motor temporarily opens the switch TT2 and closes the timing switch TTI. The closing of switch TTI energizes the top storing nal relay TS by the circuit previously described. The energized relay TS closes its contact members TSI and TS3 and opens its contact members TS2 and TS4. The closing of contact members TSI completes a self-holding circuit for relay and the closing of the contact members TSS prepares a circuit for energizing the start signal relay of the next car ready to leave the upper terminal. Inasmuch as no car is at the upper terminal, the start signal is not given at this time but is stored for the next car. This storing action is effected because the Contact members TSB of the energized storing relay TS remain closed along with the normally closed contact members TT2 in the circuits of the start signal Vto relays E for all of the cars. The contact members TS3 will remain closed until some car arrives and energizes a relay E to open the self-holding circuit of relay TS.

At the same time, the normally closed contact members TS2 are opened in the circuit of the time delay relay TSA, thereby deenergizing that relay. The relay TSA has included in its circuit a resistor Rl and is so designed that it will delay closing its contact members for a predetermined time after it is deenergized. This time is that produced by the stored energy oi the coil discharging through the resistor until the current in the coil falls low enough to permit the contacts of the relay to open. Therefore, when relay TS is energized and immediately opens its contact members TSG and the contact members TSA! of the deenergized relay TSA still remain open, because of their time delay, the circuit for the electromagnetic clutch 33 is opened, thereby deenergizing that clutch to stop the rotation of the timing disk S6.

The deenergized time delay relay TSA fails to close its contact members TSAl for a predetermined time after the energized relay TS opens its contact members TSA. Hence, the circuit for clutch 33 remains open for a predetermined time and for this predetermined length of time the switch disk 655 remains unrotated. When the predetermined time delay for the relay TSA expires, its contact members TSAl close, thus again energizing the electromagnetic clutch 33 to cause the timing motor T to again pick up the timing disk 66 and start rotating it toward its position for operating the switch arm 32. Hence the tim- 'ing interval has been lengthened by the time it took the time delay relay to close its contact members.

It should be noted here that the contact members TSAI in the circuit of the clutch 33 are held open at all times, except when a signal is stored by the storing relay TS, and that during regular operation of the system with the cars on time, the energization of the clutch 33 is controlled by the contact members TSli of relay TS and by the contact members of the starting signal relays E, and that the lengthening of the dispatching interval is effected by the simultaneous opening of the contact members TSI! and TSA! for a predetermined length of time when no cars are at the upper terminal.

Assume that car 3 now arrives late at the upper terminal after the timing disk 65 resumes its rotation and that the attendantthereon presses the button 3D for the down direction, and that the preference relay 3X is energized. The car 3 is now prepared to receive the down dispatching signal. Inasmuch as the dispatching signal has been stored by the relay TS remaining energized, the pressing oi the button 3D in car 3 energizes the relay 3M, which, in turn, energizes the relay 3N, Which, in turn, energizes the relay 3E, as described in connection with the other cars.

The energized relay 3E opens its Contact members SEI, 3E2 and iEi and closes its contact members 3E3 and 3E5. The closed contact members 3E3 complete a self-holding circuit for relay 3E. The open contact members 3El deenergize the signal storing relay TS. The open contact members SEZ deenergize the relay 3M which, in turn, deenergizes the relay 3N. The open contact members BEli deenergize the clutch 33, thereby stopping rotation of 'the timing disk it until car 3 departs, thus causing another period of delay in the dispatching interval. The closed contact members 3E5 complete the circuit for the dispatching lamp 3C in car 3 through the iiicker device d5, thereby causing that lamp to give the stored up dispatching signal to car 3. The attendant in car 3 now operates its control system to start on the down trip and in so doing opens the switch contact members 3GB. This deenergizes the dispatching signal relay 3E which eX- tinguishes the dispatching signal and closes its contact members SEQ, thereby again energizing the clutch 33 to cause the timing disk 66 to resnme its rotation to measure the dispatching interval.

A ',-er car 3 leaves and cancels its starting signal, it wiil be assumed that car fi arrives on time at the upper terminal and that the attendant therein operates its down button 3D and the up preierence relay @W is deenergized and the down preference relay iX is energized to prepare that car for its down trip.

In the meanwhile, the timing motor i0 has been rotating the disk @t to measure the dispatching interval. It will be assumed that the disk 66 completes its timing rotation and temporarily opens the contact members TT2 and closes the contact members TTS. The closing of the contact members TTi energizes the signal storing relay TS as has been described, which closes its contact members 'I'S in the circuit of the starting signal relay 4E. As the disk 66 continues its rotation, it opens the contact members TTI and closes the contact members TTZ, thereby eneigizing the starting signal relay 4E to give the dispatching signal to car l as described in connection with the other cars. After car 4 receives the dispatching signal on its lamp 6C, the attendant operates its control system for the down trip, thereby energizing the switch 4G to open its contact members QGZ?, thus deenergizing the relay ilE which closes its contact members 4E4, thereby, in turn, energizing the clutch 33 to again start the disk 66 upon another timing rotation.

In reviewing the operation of the dispatcher in connection with cars 2, 3 and 4 at the upper terminal, it is seen that the timing disk BB was stopped during the time it took car 2 to respond to its dispatching signal; that the disk Athen started and rotated until the dispatching interval was completed for giving a dispatching signal to the next car (which signal was stored); that the timing disk, after eirecting the storing of the signal, stopped rotation until the deenergized time delay relay TSA closed its contact-members; that the timing disk then started rotation to measure another dispatching interval but was stopped during such rotation by the late arrival of car 3 and was again started by the departure of car 3; that the timing disk then completed its rotation and again operated its switch arm 32 to effect the giving of a dispatching signal to car d, which had arrived on time. By this it is seen that the dispatching interval between the giving of the signal to car 2 and the storing of the signal for car 3 consisted of the time it took the attendant on car 2 to respond to his dispatching signal plus the time it took the timing disk to rotate to the point for giving another dispatching signal. It is also seen that the dispatching interval between the time when the relay TS stored the dispatching signal for the next car (car 3) and the time when the dispatching signal was given to car l consisted of three periods instead of two; that is, the iirst period was the time consumed by the time delay relay TSA in closing its contact members; the second period was the time the disk G6 took to make its measuring rotation; and the third period was the time it took the operator on car 3 to respond to the stored dispatching signal. Hence, it is seen that when the cars arrive late at the upper terminal the dispatching intervals are lengthened by the time it takes the time delay relay to close its contact members after being deenergized by the storing or a dispatching signal.

Inasmueh as the delay caused by the deenergization of the time delay relay TSA will occur whenever the cars fail to arrive at the upper terminal within a dispatching interval, it will be readily seen that the system will provide for automatically adjusting the top terminal dispatching signals with respect to the bottom terminal dispatching signals and that the system will not require manual attention or operation for controlling itself in this respect.

Although I have illustrated and described only one specic embodiment of my invention, it is to be understood that many modifications thereof and changes therein may be made without departing from the spirit and scope of the invention.

I claim as my invention:

1. In a dispatching system for a plurality of cars operating from a dispatching terminal, a continuously operating timing motor, a timing switch, a signal device 'for each of said cars, and control means for individually rendering each of said signal devices subject to control by said timing switch, said control means including clutch means for connecting the timing switch to the timing motor to effect delayed operation of the timing switch, sequence means operated by said timing motor for selecting the next car to receive a signal, and individual means for each car operable when the corresponding car is in a region adjacent said dispatching terminal for rendering the sequence means effective to select the corresponding car.

2. In a dispatching system for a plurality oi cars operating from a dispatching terminal, a continuously operating timing motor, a sequence device operated by the timing motor, a timing switch, means for connecting the timing switch to the timing motor to effect operation of the switch at predetermined intervals, a plurality of signal devices, one for each car, a manual operated means for each car, means responsive to operation of the manual means on a car, operation of the switch and operation of the sequence device for operating the signal device of a car to give it a dispatching signal and for operating the connecting means to disconnect the switch from the motor.

3. In a dispatching system for a plurality of cars operating from a dispatching terminal, a continuously operating timing motor, a sequence device operated by the timing motor, a timing switch, means for connecting the timing switch to the timing motor to effect operation of the switch at predetermined intervals, a plurality of signal devices, one for each car, a manual operated means for each car, means responsive to operation of the manual means on a car, operation of the switch and operation of' the sequence device for operating the signal device of a car to give it a dispatching signal and for operating the connecting means to disconnect the switch from the motor, means responsive to response of that car to that dispatching signal for operating the connecting means to reconnect the switch to the motor for operation over another interval.

4. In a dispatching system for a plurality of cars operating from a dispatching terminal, a continuously operating timing motor, a sequence device operated by the timing motor, a timing switch, means for connecting the timing switch to the timing motor to effect operation of the switch at predetermined intervals, a plurality of signal devices, one for each car, a manual operated means for each car, o. car selecting means for each car responsive to operation of the manual means for that car and to operation of the sequence device for selecting the car to receive the next dispatching signal, and means responsive to operation of the selecting means and operation of the timing switch for operating the signal device in the selected car to give it a dispatching signal.

5. In a dispatching system for a plurality of cars eperating from a dispatching terminal, a continuously operating timing motor, a sequence device operated by the timing motor, a timing switch, means for connecting the timing switch to the timing motor to eiect operation of the switch at predetermined intervals, a plurality of signal devices, one for each car, means responsive te manual operation for each car, a car selecting means for each car responsive to operation oi the manual means for that car and to operation oi the sequence device for selecting the car to receive the next dispatching signal, means responsive to operation of the selecting means and operation of the timing switch for operating the signal device in the selected car to give it a dispatching signal and for operating the connecting means to disconnect the timing switch from the timing motor, means responsive to that car responding to its dispatching signal for operating the connecting means to reconnect the switch for operation by the timing motor over another interval, and means responsive to no manual operated means being operated at the end of the timing interval of the timing switch for storing the dispatching signal until the manual means or some car is operated.

G. In a dispatching system for a car operating from a dispatching terminal, a continuously operating timing motor, a timing switch, a sequence device operated by the timing motor, means for connecting the timing switch to the timing motor to etIect operation of the timing switch at predetermined intervals, a signal device for the car, a manual operated means for the car, means responsive to the operation of the manual means of the car, operation of the timing switch and operation of the sequence device for operating the signal device on the car to give it a dispatching signal, and means responsive to the failure of operation of the manual means and to operation of the timing switch for storing the dispatching signal.

7. In a dispatching system for a plurality of cars operating from a dispatching terminal, a continuously operating timing motor, a sequence device operated by the timing motor, a timing switch, means for connecting the timing switch to the timing motor to eiect operation of the switch at predetermined intervals, a plurality et signal devices, one for each car, a manual operated means for each car, a car selecting means for each car responsive to operation of the manual means for that car and to operation of the sequence device for selecting the car to receive the next dispatching signal, and means responsive to operation of the selecting means for rendering the signal device of that car effective to indicate that it will be the next car to leave.

8. In a dispatching system for a plurality of cars operating from a dispatching terminal, a continuously operating timing motor, a sequence device operated by the timing motor, a timing switch, means for connecting the timing switch to the timing motor to effect operation of the switch at predetermined intervals, a plurality of signal lamps, one for each car, a manual operated means for each car, a car selecting means for each car responsive to operation of the manual means for that car and to operation of the sequence device for selecting the ear to receive the next dispatching signal, means responsive to operation of the selecting means for lighting the signal lamp of that car toindicate that it will be the next car to leave, a flicker device, and means responsive to operation of the selecting means and the timing switch for extinguishing the signal lamp and relighting it through the flicker device to give that car its dispatching signal.

9. In a dispatching system for a plurality of cars operating from a dispatching terminal, a continuously operating timing motor, a sequence device operated by the timing motor, a timing switch, means for connecting the timing switch to the timing motor to effect operation of the switch at predetermined intervals, a plurality of signal devices, one for each car, a plurality of floor lanterns, one for each car, a manual operated means for each car, a car selecting means for each car responsive to operation of the manual means for that car and to operation of the sequence device for selecting the car to receive the next dispatching signal, and means -responsive to operation of the selecting means foroperating the floor lantern of that car to indicate to waiting passengers that it will be the next car to leave.

10. In a dispatching system for a plurality of cars operating from a dispatching terminal, a continuously operating timing motor, a sequence device operated by the timing motor, a timing switch, means for connecting the timing switch to the timing motor to effect operation of the switch at predetermined intervals, a plurality of signal devices, one for each car, a plurality of floor lanterns, one for each car, a manual operated means for each car, a car selecting means for each car responsive to operation of the manual means for that car and to operation of the sequence device for selecting the car to receive the next dispatching signal, means responsive to operation of the selecting means for operating the iioor lantern of that car to indicate to waiting passengers that it will be the next car to leave, and means responsive to operation of the selecting means and the timing switch for extinguishing the floor lantern and operating the signal device of that car to give it a dispatching signal.

11. In a dispatching system for a car operated from a dispatching terminal, a continuously operating timing motor, a timing switch, a sequence device operated by the timing motor, means for connecting the timing switch to a timing motor to effect operation of the timing switch at predetermined intervals, a signal device for the car, a manual operated means for the car, means responsive to the operation of the manual means on the car, operation of the timing switch and operation of the sequence device for operating the signal device on the car to give it a dispatching signal, and means responsive to a manual means not being operated when the timing switch completes an interval for disconnecting the timing switch from the timing motor for a predetermined interval.

12. In a dispatching system for operating a plurality of cars from a dispatching terminal, a timing means, means responsive to operation of the timing means for giving dispatching impulses at predetermined intervals and means responsive to the failure of any car to be conditioned to receive a dispatching impulse for delaying operation of `the timing means for a predetermined interval and then starting the timing means over anotherv interval of operation.

13. In a. dispatching system for a plurality of cars operating between an upper terminal and a lower terminal, a signal device for each car, a constantly operating timing motor, a timing mechanism, means responsive to operation of the timing mechanism for giving dispatching impulses at predetermined intervals for operating the signal devices to give dispatching signals to the cars, means associated with the lower terminal and with the upper terminal for storing the dispatching impulses when no cars are conditioned to receive dispatching signals, and means associated with the upper terminal for delayingy the operation of the timing mechanism for a predetermined interval when no car is conditioned to receive a dispatching signal at the upper terminal, whereby the late arrival and conditioning of the cars for signals at the upper terminal will automatically adjust the relative time' lower terminal, a signal device for each car, a

constantly operating timing motor, a timing mechanism operated by the motor, means responsive to operation of the timing mechanism for giving dispatching impulses at predetermined intervals for operating the signal devices to give.

dispatching signals to the cars, and means associated with the upper terminal for delaying the operation of the timing mechanism for a predetermined interval when no car is conditioned to receive a dispatching signal at the upper ter-y minal, whereby the late arrival and conditioning of the cars for signals at the upper terminal will automatically adjust the relative time of the giving of signals at the upper terminal with respect to the lower terminal.

15. In a dispatching system for a plurality or cars operating from a dispatching terminal, a timing device, a sequence device, a plurality of start signal devices, one for each car, a start signal means, a manually-operated means associated with each car for preparing it to receive a dispatching signal, a preference means associated with each car for controlling its direction of operation, a selecting means associated with each car and responsive to operation of the preparing means, the direction preference means and the sequence device for selecting the next car to receive a dispatching signal, means responsive to unoperated condition of the start signal means for connecting the timing switch for operation by the timing device after a predetermined interval, and means responsive to operation of the timing device, the car selecting means and the direction preference means for causing operation of the signal device of the car corresponding to the operated selecting means to give that car a dispatching signal.

16. In a dispatching system for a plurality of cars operating from a dispatching terminal, a timing device, a sequence device, a plurality of start signal devices, one for each car, a manually operated means associated lwith each car ior pre-- paring it to receive a dispatching signal, a preference means associated with each car for controlling its direction of operation, a selecting means associated with each car and responsive to operation of the preparing means, the direction prei'- erence means and the sequence device for selecting the next car to receive a dispatching signal, means for preventing the selecting means from selecting more than one car at one time to receive the dispatching signal, and means responsive to operation of the timing device, the car selecting means and the direction preference means for causing operation of the signal device of the car corresponding to the operated selecting means 'to give it a dispatching signal.

1'7. In a system for dispatching a plurality of cars from a dispatching station, a plurality oi' signal devices, one for each car, a timing means, means for causing the timing means to operate at selected intervals, means responsive to operation of the timing means for an interval `for giving a dispatching impulse to the signal device of a car to give it a dispatching signal, means responsive to the failure of a car to be conditioned to receive a dispatching signal for storing the dispatching impulse until a car is conditioned to receive it and for delaying the restarting of the timing means for a predetermined interval during the storing of the dispatching impulse.

18. In a dispatching system for a plurality of cars operating from a dispatching station, a plurality of signal devices, one for each car, a timing means, means responsive to operation of the timing means over a predetermined interval ior giving a dispatching impulse to the signal device of a car to give it a dispatching signal, and means responsive to the failure oi' a car to he conditioned to receive the dispatching signal for delaying the operation of the timing means for a predetermined period.

19. In a dispatching system for a plurality of cars operating from a dispatching station, a plurality of signal devices, one -for each car, a timing means, means responsive to operation of the timing means over a predetermined interval for giving a dispatching impulse to the signal device of a car to give it a dispatching signal, and means responsive to the failure of a car to be conditioned to receive the dispatching signal for storing the dispatching impulse and for delaying the operation oi the timing means for a predetermined period.

20. In a dispatching system for dispatching a plurality of elevator cars from each oi two floors; a dispatching device in each of said cars; a timing device for givingl a start signal to a car at one floor and to another car at the other floor a predetermined time later, and means responsive to the operation oi said cars for changing said predetermined time for a subsequent pair of cars.

21. In a dispatching system for a plurality of cars operating from a dispatching station, a plurality of signal devices, one ior each car, a timing means, means responsive to operation oi the timing means for a predetermined interval for operating the signal device of one of the cars to give a dispatching signal to that car and stop the timing means, and means responsive to that car answering that dispatching signal for effecting operation of the timing means for another predetermined interval, whereby the normal interval between consecutive dispatching signals comprises the time it takes the attendant on a car to answer a dispatching system plus the time it takes the timing means to operate over its predetermined interval.

22. In a dispatching system for a plurality of cars operating from a dispatching station, a plurality of signal devices, one for each car, a timing means, means responsive to operation of the timing means for a predetermined interval for operating the signal device of one of the cars to give a dispatching signal to that car and stop the timing means, means responsive to that car answering that dispatching signal for effecting operation of the timing means for another predetermined interval, whereby the normal dispatching interval between consecutive dispatching signals comprises the time it takes the attendant on a car to answer a dispatching system plus the time it takes the timing means to operate over its predetermined interval, means responsive to no car being conditioned to receive a dispatching signal for storing that dispatching signal until a car is ready to receive it, and means responsive to no car being conditioned to receive a dispatching signal for delaying the operation of the timing means for an interval.

Z3. In a dispatching system for a plurality of cars operating from a dispatching station, a plurality oi' signal devices, one for each car, a timing means, means responsive to operation of the timing means for a predetermined interval for operating the signal device of one of the cars to give a dispatching signal to that car and stop the timing means, means responsive to that Car answering that dispatching signal for effecting operation of the timing means for another predetermined interval, means responsive to no car being ready to receive a dispatching signal for storing that dispatching signal until a car is ready to receive it, and means responsive to no car being ready to receive a dispatching signal for delaying the operation of the timing means for a predetermined interval, whereby the interval between dispatching .signals when a car arrives late at the station comprises the time it takes an attendant to answer a signal plus the time of delayed operation of the timing means plus the time it takes the timing means to operate over its predetermined interval.

24. In a system for dispatching a car from an upper dispatching floor and from a lower dispatching floor, a single signal device in the car, a timing motor, and means associated with the timing motor and operated thereby for operating that signal device when the car is at the lower floor to give a next car to leave signal and later give a dispatching signal and for perating it at the upper floor to nrst give a next car to leave signal and later give a dispatching signal at that floor.

25. In a dispatching system for a group of elevators, means for giving dispatch signals from each of two floors including a timing device for operating said signal means at intervals, a single signal device in each of said cars, and means responsive to said timing device and the operation of said cars for causing one of said signal devices to give preparatory signals and start signals on the associated car at either of said dispatching floors.

26. In a dispatching system for a plurality of cars operating between an upper terminal and a lower terminal, a plurality of signal devices, one for each car, a plurality of start signal relays associated with the lower terminal, a plurality of start signal relays associated with the upper terminal, a timing motor, a timing switch for effecting operation of the signal devices at the lower terminal, a timing switch for effecting operation of the signal devicesl at the upper terminal, means responsive to inactive condition of the start signal relays associated with the lower terminal for connecting the timing switch associated with the lower terminal to the timing motor for operation thereby, and means responsive to inactive condition of the start signal relays associated with the upper terminal for connecting the timing switch associated with the upper terminal to the timing motor for operation thereby.

27. In a timing device for an elevator dispatcher, the combination with contacts for giving a dispatch signal to any of a group of elevators, of a motor, means operated by said motor for closing said contacts at intervals, and means for rendering said rst-named means ineffective to operate said contacts thus to lengthen the time interval between two successive closings of the contacts, said last-named means being responsive to a function of starting one of the cars for rendering effective the rst-named means to reoperate said contacts.

28. In a dispatching system for an elevator car operating in an upward and downward cycle of movement between an upper dispatching terminal and a lower dispatching terminal, signalling means including timing means for initiating start signals for said car with time delay, means effective at predetermined points in said upward and downward cycle of movement for controlling said timing means to effect delayed initiation of start signals when said car is standing at said upper terminal and when said car is standing at said lower terminal, and means effective during an unbalanced directional condition of traflic carried by said car for modifying the operation of said signalling means to change the relative magnitudes of time delay at said upper and lower dispatching terminals so as to improve the service of said car for said unbalanced directional condition.

29. In a dispatching system for a bank of elevator cars each operating in an upward and downward cycle of movement between an upper dispatching terminal and a lower dispatching terminal, signalling means including individual start signal means for each of said cars and timing means for initiating operation of sai-d start signal means with time delay, means effective at predetermined points in the upward and downward cycle of movement of each of said cars for controlling said timing means to effect delayed initiation of start signals for the corresponding car when the corresponding car is standing at said upper terminal and when the corresponding car is standing at said lower terminal, and means effective during an unbalanced directional condition of traffic carried by said bank for modifying the operation of said signalling means to change the relative magnitudes of time delay at said upper and lower dispatching terminals so as to improve the service of said bank for said unbalanced directional condition.

30. In a dispatching system for a bank of elevator cars each operating in an upward and downward cycle of movement between an upper dispatching terminal and a lower dispatching terminal, signalling means including individual start signal means for each of said cars and timing means for initiating operation of said start signal means with time delay, means effective at predetermined points in the upward and downward cycle of movement of each of said cars for controlling said timing means to effect delayed initiation of start signals for the corresponding car when the corresponding car is standing at said upper terminal and when the corresponding car is standing at said lower terminal, and means effective when the traiiic carried by said bank is predominately downward for modifying the operation of said signalling means to increase the relative time delay at said upper dispatching terminal as compared with the time delay provided by said timing device for cars at said lower dispatching terminal.

3l. In a dispatching system for a bank of elevator cars operating between an upper dispatching terminal and a lower dispatching terminal, signalling means including individual start signal means for each of sai-d cars and a common timing means for initiating operation of said start signal means with time delay, control means for individually rendering each of said start signal means subject to control by said timing means, said control means including sequence means for selecting the next car to receive a start signal and including individual means for each car operable when the corresponding car is in a region adjacent one of said dispatching terminals for rendering the sequence means effective to select the corresponding car, and means responsive to a predetermined condition of traflic carried by said bank for modifying the operation of said signalling means to change the total time delay provided thereby for eachcar at said upper and lower dispatching terminals so as to improve the service of said bank for said predetermined condition of traflic.

32. In a dispatching system for a bank of elevator cars operating between an upper dispatching terminal and a lower dispatching terminal, signalling means including individual start signal means for each of said cars and a common timing means for initiating operation of said start signal means with time delay, control means for individually rendering each of said start signal means subject to control by said timing means, said control means including sequence means for selecting the next car to receive a start signal and including individual means for each car operable when the corresponding car is in a region adjacent one of said dispatching terminals for rendering the sequence means effective to select the corresponding car, and means effective when the traffic carried by said bank is predominantly downward for modifying the operation of said signalling means to increase the relative time delay at said upper dispatching terminal as compared with the time delay provided by said timing device for cars at said lower dispatching terminal.

WILLIAM F. EAMES. 

